Almost zero combustion chamber

ABSTRACT

Efficiency almost doubles as the normally lost combustion chamber volume in an internal combustion engine, which does no work, is utilized to produce work. An internal combustion engine of positive displacement type with little fixed combustion chamber volume. A secondary cam actuates a secondary piston through a secondary cam follower. The secondary cam is driven by a timed means of gear or chain or belt from the rotation of the crankshaft. An interconnecting passage forms a gaseous communication between the primary and secondary piston. The secondary piston activated by the secondary cam stores fresh gasses in the compression cycle. The secondary piston then returns the gasses to be combusted to the volume on top of and provided by the primary piston in the power stroke. At the proper compression ratio the mixture is ignited.

CROSS-REFERENCE TO RELATED APPLICATIONS BACKGROUND OF INVENTION

[0001] This invention relates to internal combustion engines.

[0002] Internal combustion engines use fixed volume combustion chambers used to control the compression ratio.

[0003] The volume found in a conventional combustion chamber is a wasted volume, because no work is accomplished in that volume.

[0004] A comparison of a prior art internal combustion engine is found in FIG. 3. AZCC helps very much to produce more power for the same amount of fuel usage.

BRIEF SUMMARY OF INVENTION

[0005] In summation,

[0006] No piston displacement takes place in the combustion chamber volume to do work (a physics fact) in prior internal combustion engines.

[0007] The novel AZCC stores compressed gasses to be combusted. Achieved by deleting the combustion chamber and moving the fresh gasses into a volume made by secondary retracted volume producing piston and returning it back on top of the power piston. The ignition takes place when the volume produced by the power piston equals the prior art combustion chamber volume. A greater amount of power is produced with the same amount of fuel being used. See FIG. 3.

[0008] The sin of the angle formed by the relationship of the centerline of the connecting rod and the centerline of the rod and crankshaft journal are in a better position to transmit the combustion pressure on the piston into rotational energy. A greater volumetric efficiency is achieved.

[0009] AZCC utilizes the prior art combustion chamber volume to produce power (pressure to rotational energy) by translating wasted volume into working volume.

BRIEF DESCRIPTION OF VIEWS

[0010]FIG. 1

[0011] Shows a cut through the middle of an internal combustion engine during the power stroke. The main power piston is traveling downward. The crankshaft is rotating clockwise. The secondary camshaft is rotating counterclockwise.

[0012] The secondary cam is of desmodromic style. Twin cam surfaces are in close contact with the cam follower. The cam follower is in the form of rollers with center shafts. The center shafts are solidly affixed into the piston skirt (shown in FIG. 1-B, left view). Two rollers and center shafts match the twin grooves in the front and backside (not shown) of the cam

[0013] The secondary piston is shown. An imaginary quarter cut gives a prospective of volume. No sealing rings are shown.

[0014] The power piston is shown full with no cut to show the inside contour of the inside surface. No sealing rings are shown.

[0015] The secondary piston has pushed its' volume of fresh gasses on top of the power piston. Combustion is taking place. The production of pressure and power occurs.

[0016]FIG. 2

[0017] Depicts FIG. 1 in cam follower detail. The cam follower connects the motion of the cam surface to the secondary piston. The secondary piston shaded detail shows no sealing rings and no internal structure to lighten or strengthen specific areas.

[0018] The desmodromic cam, in the right hand view, shows the inner twin cam surfaces. The rollers are shown to match the groove and surfaces. The subsequent groove produced is profiled to match the desired results of piston motion.

[0019] As the twin desmodromic cam surface in the right view rotates on a fixed centerline, the secondary piston affixed with rollers matching the inner twin cam surfaces, slidably disposed in a cylinder obtains reciprocating movement generated by the twin cam profile,

[0020]FIG. 3

[0021] Shows an equal pressure comparison between a prior art internal combustion engine and an engine modified with the AZCC concept of increased volumetric efficiency.

DETAILED DESCRIPTION OF THE INVENTION

[0022]1—engine block

[0023]2—head

[0024]3—interconnecting passage between the power piston and secondary piston

[0025]4—secondary cam that controls movement of secondary piston

[0026]5—cam follower (many models available for accurate tracking and following)

[0027]6—secondary flat top piston

[0028]7—main flat top piston power piston

[0029]8—intake and or exhaust valve and stem representation

[0030]9—cylinder wall

[0031]10—flat head surface

[0032]11—cam

[0033]12—access port in head closest to main power piston head

[0034]13—access port over secondary piston head

[0035]14—sparkplug

[0036]15—valve face

[0037]16—intake and or exhaust port representation

[0038]17—secondary cam drive (driven at two turns of the crankshaft to one of the cam in a four cycle)bearing supported and driven by belt, chain or gears

[0039]18—solid shaft

[0040]19—roller

[0041]20—cam surface “desmodromic”

[0042]21—hole for solid shaft

[0043]22—groove to fit rollers

[0044] A flat suitable head surface (10) replaces the prior art combustion chamber. Both head surfaces (10) adjacent to the main power piston (6) and a suitable secondary piston (6) are flat and are to displace maximum volume in conjunction with normal operation. Intake and exhaust valve stems (8) are placed perpendicular to the flat top of the main power piston (7).

[0045] The valve face (14) and seat are parallel and as close as possible to the flat top surface (10) of the main block piston (7) and in such a manner not to interfere with normal engine operations.

[0046] An interconnecting passage (3) of a suitable size is needed so as not to overly restrict the flow of the gasses between the main power piston (7) and the secondary piston (6). The novel AZCC is a gaseous volume (9) produced by a suitable retracting-compressing secondary piston (6) that is controlled by a suitable secondary cam (4) and suitable matching cam follower (5) and works in harmony with internal combustion engines.

[0047] In the compression cycle gasses to be ignited are compressed by the main power piston (7) through the access port (12) the interconnecting passage (3), access port (13), to the top of the retracted said secondary piston (6).

[0048] In the power cycle as the main piston (7) achieves the prior art combustion chamber volume—the said secondary piston (6) compresses the gasses to be combusted back on top of the main power piston (7) Ignition by the spark plug (14) follows at a suitable compression ratio.

[0049] In the exhaust stroke the said secondary piston (6) remains extended—displacing maximum volume. Exhaust gasses are vented.

[0050] In the intake stroke the said secondary piston (6) retracts as the main piston (7) retracts.

[0051] Passages for controlling exhaust and intake gasses (17) are affixed in the head in normal fashion to allow for the efficient processing of fuel and air. Prior art fuel mixing systems are used in normal fashion. AZCC should require no special modifications other than possible intake and exhaust port and passage realignment. 

1. An internal combustion engine means comprising; A primary cylindrical cylinder bore means; A primary cylindrical piston means reciprocating disposed in said cylinder bore having a flat top surface; A flat head surface attached said primary cylinder in close relation forming a very small volumetric fixed combustion chamber means; Intake and exhaust valves with communication passages mounted in said flat head in gaseous product variable control means; A novel secondary cylindrical cylinder bore affixed in close relationship with the said primary cylindrical cylinder bore; A novel secondary flat top piston means disposed in the said secondary cylinder bore means; A novel secondary cam means; A novel cam follower means conjoining said secondary cam motion profile unison said secondary flat top piston; A novel gaseous communication port means; Connecting said primary piston gaseous variables reciprocal betwixt gaseous convey communication said novel secondary piston promoting gaseous swirl therefore.
 2. A novel gaseous control of the combustion process of an internal combustion engine means therein as defined in claim
 1. 3. A method for increasing the efficiency of an internal combustion engine means as defined in claim 1 and claim 2 without an increase in fuel consumption. 